JP2012234409A - Driving support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To appropriately set a recognition area set for guiding a sight line of a driver.SOLUTION: A recognition area P1 is set in front of a vehicle. The driving support device includes a sight line guiding device 10 configured to, when an obstruction is detected within the recognition area P1 by a radar 1 or a camera 2, guide the driver's sight line to the detected obstruction. The recognition area P1 is enlarged in the direction in which the sight line of an occupant is not focused.

Description

  The present invention relates to a vehicle driving support apparatus.

  Patent Document 1 discloses a method for determining a collision risk from a minimum approach distance calculated based on a position prediction between the host vehicle and another vehicle at an intersection. In Patent Document 1, when the driver of another vehicle does not recognize the own vehicle, the collision risk is increased or the collision risk threshold is decreased.

  Japanese Patent Application Laid-Open No. 2004-228667 discloses a method for determining a timing for issuing an alarm based on a driver's careless direction and a collision risk. In Patent Document 2, an alarm threshold value is set according to the detected orientation of the driver's face.

JP 2007-241729 A JP 2007-128430 A

  By the way, in order to avoid a collision (contact) with an obstacle, it is important that the driver clearly recognizes an obstacle existing ahead of the host vehicle in a state where there is a margin. For this reason, for example, a recognition area for detecting an obstacle ahead can be set by a radar or a camera, and when an obstacle is detected in this recognition area, the driver's line of sight can be guided to the obstacle. Conceivable. In this way, when an obstacle is detected on the right side in the recognition area while the driver is gazing at the left side, for example, the driver's line of sight is displayed on the detected obstacle. It is possible to guide and allow the driver to recognize an obstacle in a state with a margin.

  When the recognition area is set as described above, the problem is how to set the recognition area. That is, if the recognition area is set too large for safety, the opportunity for detecting an unnecessarily many obstacles and guiding the driver's line of sight increases too much, which is a heavy burden on the driver. On the other hand, if the recognition area is set too narrow, it may mean that an obstacle to be noted is not detected.

  On the other hand, the driver's line-of-sight direction changes greatly depending on the situation. And the direction where the driver's line of sight is not facing is the one where the driver's attention is not attainable, and how to make the driver recognize the obstacle in the direction where the driver's attention is not attainable. It becomes a problem.

  The present invention has been made in view of the above circumstances, and its purpose is to set the recognition area unnecessarily large and provide the driver with obstacles that are in the direction where the driver's attention is insufficient. An object of the present invention is to provide a driving support device for a vehicle that can be recognized.

In order to achieve the above object, the following solution is adopted in the present invention. That is, as described in claim 1 in the claims,
A recognition area setting means for setting a recognition area in front of the vehicle;
Obstacle detection means for detecting obstacles ahead of the vehicle;
Gaze guidance means for guiding the driver's gaze to the obstacle detected in the recognition area by the obstacle detection means;
Gaze detection means for detecting the driver's gaze direction;
Cognitive area changing means for enlarging and correcting the cognitive area in a direction opposite to the driver's gaze direction detected by the gaze detecting means;
It is supposed to be equipped with.

  According to the above solution, when an obstacle is detected in the recognition area, the driver's line of sight is guided to the detected obstacle. Obstacles can be clearly recognized with a margin, which is preferable in avoiding collision with obstacles. In addition, the cognitive area is expanded in the direction opposite to the direction in which the driver's line of sight is facing. Can be recognized. And the expansion of the recognition area is limited to the direction that the driver's attention does not reach, so it is suppressed that the recognition area becomes unnecessarily large, and the burden on the driver increases. The situation that it passes is also prevented.

A preferred mode based on the above solution is as described in claim 2 and the following claims. That is,
A determination area setting means for setting a determination area inside the recognition area in front of the vehicle;
Collision prevention means for performing collision warning or collision avoidance control for the driver when an obstacle is detected in the judgment area by the obstacle detection means,
Is further provided (corresponding to claim 2). In this case, even if the driver overlooks an obstacle in the recognition area, a collision warning or collision avoidance control is performed by detecting the obstacle in the judgment area. Become.

  At night, enlargement correction by the recognition area changing means is prohibited or the enlargement ratio is made smaller than in the daytime (corresponding to claim 3). In this case, since the visibility by the driver is deteriorated at night, a situation in which the recognition area is unnecessarily expanded to a range where the driver cannot recognize is prevented.

  In the vicinity of the intersection, the recognition area means expands the recognition area in the direction in which the intersection road extends (corresponding to claim 4). In this case, it is preferable for reliably recognizing obstacles such as other vehicles and pedestrians moving in the crossing road direction.

  In the vicinity of the intersection, the recognition area changing means expands the recognition area in a direction opposite to the direction in which the host vehicle turns in the direction in which the intersection road extends (corresponding to claim 5). In this case, it is preferable to recognize an obstacle in a direction opposite to the bending direction in which attention is paid to the bending direction and attention is difficult to reach.

  The recognition area changing means shortens the recognition area in the front-rear direction near the intersection (corresponding to claim 6). In this case, the situation where the recognition area becomes unnecessarily large is prevented, which is preferable in preventing the burden on the driver from increasing.

  When the recognition area is enlarged and corrected, the determination area is expanded in the same direction as the enlargement direction of the recognition area at a rate that is unchanged or smaller than the enlargement ratio of the recognition area. ). In this case, since the determination area is constant or enlarged even when enlarged, it is preferable for stably performing collision warning or collision avoidance control.

  According to the present invention, it is possible to reliably recognize an obstacle present in a direction in which the driver's attention cannot be achieved without unnecessarily enlarging the recognition area.

The figure which shows the example of a setting of a recognition area, a judgment area, and a physical limit area. 1 is a simplified plan view of a vehicle to which the present invention is applied. The block diagram which shows the example of a control system of this invention. The figure which shows the example which changes a recognition area and a judgment area according to a vehicle speed. The whole flowchart which shows the example of control of this invention. The flowchart which shows the example of a recognition area setting. The flowchart which shows the correction example of a recognition area. The flowchart which shows the example of a setting of a judgment area. The flowchart which shows the example of correction | amendment of a judgment area. The figure which shows the example of a change of a recognition area. The figure which shows a basic recognition area and a judgment area. The figure which shows the state which expanded the recognition area to the left from the state of FIG. The figure which shows the state which shortened the recognition area ahead from the state of FIG. 11, expanded greatly leftward, and expanded small rightward. The figure which shows the state which contracted the recognition area ahead from the state of FIG. 11, and expanded in the left-right both directions to substantially the same extent.

  FIG. 1 shows three areas P1, P2, and P3 that are set particularly forward in the vicinity of a vehicle (automobile in the embodiment) V. P1 is a recognition area P1, P2 is a determination area, and P3 is a physical limit area. Each area P1 to P3 is an obstacle detection range. When an obstacle is detected in each area P1 to P3, risk avoidance control is executed according to the area where the detected obstacle is located. Is done. The recognition area P <b> 1 is an area set on the outermost side (far), has the longest front-rear length and can detect a distant obstacle, and has the largest left-right width. The determination area P2 is set inside the recognition area P1, and its front-rear length is shorter than the recognition area P1, and the left-right width is also set smaller than the recognition area P1. The physical limit area P3 is set inside the determination area P2, and the front-rear length is set shorter than the determination area P2, and the left-right width is set smaller than the determination area P2. Each of such areas P1 to P3 is formed by a radar, a camera, or a combination thereof. The basic shape of each of the areas P1 to P3 when the vehicle V is viewed from above is set so that it gradually becomes wider toward the front of the vehicle V and then gradually becomes narrower from the middle. The substantially elliptical shape is a symmetrical shape. And this basic shape and magnitude | size are variously changed as mentioned later. The areas P1 to P3 are set and changed by limiting the detection range within the maximum obstacle detection range by the obstacle detection radar or camera.

  A description will be given of an example of risk avoidance control. When an obstacle is detected in the recognition area P1, control for guiding the driver's line of sight of the vehicle V toward the detected obstacle is executed. The line-of-sight guidance control is, for example, by voice guidance such as “There is an obstacle in the right front” or by sounding an alarm sound from the direction in which the obstacle exists (the distance to the obstacle is The closer the alarm volume is, the closer it is, the obstacle can be displayed at the position corresponding to the direction in which the obstacle is located on the front window glass (for example, a virtual image displayed forward or blinking with a head-up display). Control combined with control can also be performed. Note that the above-described control is an example, and appropriate control that can guide the sight line of the occupant can be adopted. In FIG. 3, a device for performing the above-described visual guidance is shown as a visual guidance device 9.

  When an obstacle is detected in the determination area P2, a collision warning is given. The collision warning is a more aggressive warning than when the driver's line of sight is directed toward an obstacle. For example, a voice guidance such as “There is a danger of collision” or steering reaction force at a loud volume. Control such as increasing the pedal reaction force, applying vibration to the steering wheel or pedal, steering to avoid obstacles with the automatic steering device, or decelerating with the automatic brake device, etc. Can also be controlled. Since the above control is when there is a high possibility of avoiding a collision with an obstacle, the control for avoiding this contact is not limited to the above case, and appropriate control can be adopted. An alarm device that performs the alarm is shown as an alarm device 6 in FIG. 3, and a vehicle control device that performs various vehicle controls for avoiding a collision is shown as a vehicle control device 10 in FIG. 3.

  When an obstacle is detected in the physical limit area P3, it is assumed that a collision with the obstacle can no longer be avoided, and control for ensuring the safety of the passenger of the vehicle V is performed. For example, control such as sudden braking with an automatic brake device, large automatic steering so as to deviate from an obstacle even a little by an automatic steering device, and the occupant is strongly pressed against the seat back by forcibly retracting the seat belt. It is also possible to perform control combining these controls. When an obstacle is detected in two or more areas among the areas P1 to P3, control corresponding to the innermost area among the areas where the obstacle is detected is preferentially performed. An apparatus for controlling the vehicle for handling the collision is shown as a vehicle control apparatus 10 in FIG. The vehicle control device 10 corresponds to both when an obstacle is detected in the determination area P2 and when an obstacle is detected in the physical limit area P3. However, the vehicle control device 10 is independent for each of the areas P2 and P3. A control device may be provided.

  FIG. 2 shows various devices mounted on the vehicle V. In FIG. 2, a radar 1 is provided at the front of the vehicle V and an external camera 2 is provided at a higher position in front of the driver's seat in order to detect obstacles in front of the vehicle. Although the radar 1 and the external camera 2 constitute an obstacle detection sensor, only one of them may be provided. The vehicle V is equipped with the GPS 3 and the map data 4 in the navigation device. A line-of-sight monitoring camera 5 for monitoring the driver's line of sight (line-of-sight direction) is provided near the rearview mirror of the vehicle V or in the instrument panel. Further, the vehicle V is equipped with a controller (control unit) 7 configured by using a microcomputer, and is equipped with the alarm device 6, the line-of-sight guidance device 9, and the vehicle control device 10 described above.

  FIG. 3 shows an example of a control system in the controller 7. In addition to the signals from the various devices 1 to 5 described above, a vehicle speed signal detected by the vehicle speed sensor 8 is input to the controller 7. The controller 7 controls the alarm device 6, the line-of-sight guidance device 9, and the vehicle control device 10. In FIG. 3, S represents various sensors, switches, or devices other than the above-described sensors as a sensor group, and signals from the sensor group S are a recognition area P1 and a judgment to be described later. Used for setting and changing the area P2.

  FIG. 4 is a diagram for explaining changes in the recognition area P1 and the determination area P2 according to the vehicle speed. In FIG. 4, the solid line indicates the recognition area P1 and the determination area P2 at the time of low speed, and is a basic setting. A one-dot chain line indicates a recognition area P1 and a determination area P2 at high speed. As for the recognition area P1, the left and right lengths are reduced (reduced) at the time of high speed when compared to the low speed and extended forward (enlargement of the front and rear length). The area of the recognition area P1 is unchanged or smaller at high speed than at low speed (in the embodiment, the area is small). Such a change of the recognition area P1 may be continuously variably performed according to an increase in the vehicle speed. For example, the recognition area P1 may be changed in stages such as three stages and four stages.

  The determination area P2 is also extended forward at the high speed compared to the low speed (enlargement of the front and rear length). Further, the left and right length of the determination area P2 may be changed according to an increase in the vehicle speed, or may be enlarged at a rate smaller than the rate of enlargement (extension rate) of the longitudinal length. Such a change of the recognition area P1 may be continuously variably performed according to an increase in the vehicle speed. For example, the recognition area P1 may be changed in stages such as three stages and four stages.

  Next, an example of control by the controller 7 will be described with reference to FIGS. 5 to 9, particularly focusing on setting and changing the recognition area P1 and the determination area P2. In the following description, Q indicates a step.

  First, a physical limit area P3 is created in Q1 of FIG. 5 showing overall control. Thereafter, a recognition area P1 is created in Q2, and a determination area P2 is created in Q3. The creation of the recognition area P1 and the determination area P2 will be described in detail later. Thereafter, in Q4, the radar 1 and the camera 2 detect obstacles ahead of the vehicle. After Q4, it is determined in Q5 whether an obstacle exists (whether it has been detected). If the determination in Q5 is NO, the process returns to Q1.

  If YES in Q5, the position of the obstacle is calculated in Q6. Thereafter, in Q7, the moving speed and the traveling direction of the obstacle are calculated, and in Q8, the position of the obstacle after a predetermined time is calculated. After Q8, at Q9, it is determined whether or not the position of the obstacle calculated at Q8 is within the physical limit area P3. If the determination in Q9 is YES, it is determined that collision avoidance is impossible, and in Q10, pre-crash safety is activated in preparation for a collision (the seat belt is pulled back and the occupant is pressed against the seat back). .

  If the determination in Q9 is NO, it is determined in Q11 whether or not the position of the obstacle calculated in Q8 is within the determination area P2. If YES in Q11, at Q12, at least one of the collision warning and the collision avoidance control is performed as described above.

  If the determination in Q11 is NO, it is determined in Q13 whether or not the position of the obstacle calculated in Q8 is within the recognition area P1. If the determination in Q13 is YES, in Q14, guidance control for directing the driver's line of sight toward the obstacle is performed. If NO in Q13, the process returns. For the recognition area P1, for example, for each detected obstacle, for example, the type of obstacle (for example, pedestrian, two-wheeled vehicle, other vehicle, fixed object, etc.), the approach speed to the vehicle V, and the area Determining the degree of danger for each obstacle based on the approach speed to the area (moving speed is regarded as a negative approach speed) whether it is moving in the direction toward the inside or the direction toward the outside Then, only an obstacle having a certain degree of danger or more may be finally determined as a dangerous obstacle, and only the position of this dangerous obstacle may be set as the position of the obstacle used in the determination of Q13 ( Make sure that the number of obstacles that the driver needs to recognize is not too high). In addition, the number of obstacles that guide the line of sight may be preferentially limited to a predetermined number (for example, two) or less from the higher risk level so that the burden on the driver does not increase.

  Details of the creation of the recognition area P1 in Q2 are shown in FIG. That is, first, at Q21, the vehicle speed V is detected. Thereafter, in Q22, the front-rear length of the recognition area P1 is calculated as “front-rear length = K1 + V · k1”. That is, K1 is a base value, and k1 is a proportional term proportional to the vehicle speed V (where K1> 0, k1> 0). Thus, the front-rear length of the recognition area P1 (the forward extension length from the vehicle V) is set so as to increase as the vehicle speed V increases.

  After Q22, in Q23, the left and right length of the recognition area P1 is calculated as “left and right length = W1−V · w1”. That is, W1 is a base value, and w1 is a proportional term proportional to the vehicle speed V (W1> 0, w1> 0). Thus, the left and right length of the recognition area P1 is reduced as the vehicle speed V increases (length reduction).

  After Q23, the left and right length of the recognition area P1 is corrected in Q24. The correction at Q23 is, for example, as follows. First, it is corrected according to the road environment obtained based on the map data 4. This road environment is based on ordinary roads that do not have sidewalks (no corrections), and in the case of ordinary roads that have sidewalks, the left and right lengths are corrected, and on highways, the left and right lengths are even shorter. It is corrected to. Moreover, it correct | amends according to a passenger | crew mental condition. For example, if the heart rate is above a predetermined value, it is assumed that the person is in a tension state, and if the number of blinks is small, the person is drowsiness and distracted. (Sensors for detecting a psychological situation are included in the sensor group S in FIG. 3). It is corrected according to the presence or absence of a preceding vehicle (preceding other vehicle). When there is no preceding vehicle, no correction is made. When there is a preceding vehicle, the line of sight tends to turn to the preceding vehicle. It is corrected in the direction of increasing. The correction is made according to the deceleration state, and when the vehicle V is decelerating, it is corrected in the direction in which the lateral length becomes smaller (otherwise there is no correction). Correction is performed in accordance with ambient brightness, and correction is performed so that the left-right length becomes longer as the darkness is reached (the brightness sensor is included in the sensor group S in FIG. 3). It is corrected according to the operating state of the winker, and is corrected so that the left and right length is increased in the operating state of the winker (no correction when the winker is not operating). It is corrected according to the travel area obtained based on the map data 4, and is corrected so that the left and right length is shortened in an area where there are few pedestrians and there is a small amount of traffic such as in the suburbs. In an area where there are many pedestrians, the left / right length is corrected to be longer.

  After Q24, in Q25, the recognition area P1 is set to have the front and rear length and the left and right length set and corrected by the processes of Q21 to Q24. After Q25, in Q26, the recognition area P1 is corrected as will be described later. Thereafter, in Q27, it is determined whether or not it is night (for example, determination is made based on whether or not the headlight is turned on or the output of the illuminance sensor). If NO in Q27 (daytime), the driver's line of sight is detected in Q28. Thereafter, in Q29, the left and right lengths are expanded only in the direction that the driver is not looking at (for example, 20% expansion, for example, the state of FIG. 12). When YES in Q27, that is, at night, the recognition area P1 in Q29 is not expanded, but this is limited because the driver's viewing distance range is limited at night. This is not done. Even at night, the enlargement ratio may be made smaller than in the daytime.

  After Q29 or when the determination in Q27 is NO, it is determined in Q30 based on the map data 4 whether or not the vehicle is in the vicinity of the intersection (from before the intersection to within the intersection). If YES in Q30, the front-rear length of the recognition area P1 is reduced in Q31. Thereafter, in Q32, the left and right length of the recognition area P1 is enlarged (for example, the state of FIGS. 13 and 14).

  After Q32, at Q33, it is determined whether or not the route to the destination is being guided. If the determination in Q33 is YES, it is determined in Q34 whether it is time to turn right or left at the intersection. If YES in Q34, the left and right length of the recognition area P1 is expanded in Q35 with respect to the traveling direction (bending direction) at the intersection. Thereafter, in Q36, the left and right length of the recognition area P1 is also enlarged in the direction opposite to the bending direction. The state of the recognition area P1 after the enlargement process in Q36 is, for example, the state of FIG.

  After Q36, if NO is determined in Q30, NO is determined in Q33, and NO is determined in Q34, the process returns. 12 to 14 will be described later.

  Details of the correction of the recognition area in Q26 of FIG. 6 are shown in FIG. That is, after the brightness around the vehicle V is detected in Q41, it is determined in Q42 whether the surrounding is dark (whether the illuminance is not more than a predetermined value). If YES in Q42, the front-rear length of the recognition area P1 is expanded (for example, 20% expansion) in Q43, and the left-right length is unchanged.

  After Q43 or when the determination in Q42 is NO, in Q44, the degree of weather, that is, the degree of visibility is detected. Thereafter, in Q45, it is determined whether or not the weather is poor in visibility (eg, fog or rain) (eg, determined from the wiper operating state, fog lamp operating state, weather information for each narrow area, or the like). If YES in Q45, the front-rear length of the recognition area P1 is enlarged (for example, 10% enlarged) and the left-right length is unchanged in Q46.

  After Q46 or when NO in Q45, the vehicle weight is detected at Q47. Thereafter, in Q48, it is determined whether or not the vehicle weight is large enough to be a predetermined value or more. If YES in Q48, in Q49, the front-rear length of the recognition area P1 is expanded (for example, 10% expansion), and the left-right length is also expanded (for example, 10% expansion).

  After Q49 or when NO in Q48, the road surface condition, that is, the slipperiness of the road surface is detected in Q50 (for example, determination is made based on the tire slip value detected by ABS control or traction control). . Thereafter, in Q51, it is determined whether or not the road surface state is a deteriorated state (whether or not it is a slippery state). If the determination in Q51 is YES, the front-rear length of the recognition area P1 is expanded (for example, 30% expansion) and the horizontal length is also expanded (for example, 20% expansion) in Q52.

  After Q52 or when NO in Q51, NO is detected in Q53. Thereafter, in Q54, it is determined whether or not the vehicle interior noise is large enough to be a predetermined value or more. When the determination in Q54 is YES, in Q55, the longitudinal length of the recognition area P1 is expanded (for example, 10% expansion) and the horizontal length is also expanded (for example, 0.5% expansion).

  After Q55 or when NO in Q54, the accelerator operating state is detected at Q56. Thereafter, in Q57, it is determined whether or not the accelerator is depressed. If YES in Q57, it is assumed that there is a delay when the brake pedal is operated. In Q58, the front / rear length of the recognition area P1 is enlarged (for example, enlarged by 20%), and the left / right length is unchanged. The Returned after Q58 or when NO in Q57.

  The ambient brightness and weather described above are corrected in consideration of factors that make it difficult to find obstacles. Further, the vehicle weight and the road surface condition are corrected in consideration of the difficulty of stopping the vehicle. Furthermore, the in-vehicle noise and the accelerator operation status are corrected in consideration of the passenger's reaction delay. In addition, a lower limit value and an upper limit value may be set for the front and rear length and the left and right length after final correction, respectively, or an upper limit value and a lower limit value may be set for the area of the recognition area P1. Also good.

  Details of creation of the determination area P2 in Q3 of FIG. 5 are shown in FIG. That is, first, at Q61, the vehicle speed V is detected. Thereafter, in Q62, the front-rear length of the determination area P2 is calculated as “front-rear length = K2 + V · k2”. That is, K2 is a base value, and k2 is a proportional term proportional to the vehicle speed V (where K1> K2> 0, k1> k2> 0). Thus, the longitudinal length of the determination area P2 is set so as to increase as the vehicle speed V increases. However, since k1> k2 is set, the front / rear length expansion ratio of the determination area P2 is made smaller than the front / rear length expansion ratio of the recognition area P1.

  After Q62, in Q63, the left and right length of the determination area P2 is calculated as “left and right length = W2−V · w2”. That is, W2 is a base value, and w2 is a proportional term proportional to the vehicle speed V. However, “W1−V · w1” (the left and right length of the recognition area P1)> W2> 0 and w2 = 0, or k1 / k2> w1 / w2, W2> 0, w2> 0. . As a result, the determination area P2 is set to be inside (narrow area) of the recognition area P1. As described above, the left / right length of the determination area P2 is not changed or is reduced according to the increase in the vehicle speed, but the reduction degree is made smaller than that of the recognition area P1.

  After Q63, in Q64, the determination area P2 is set so as to have the longitudinal length set in Q62 and the horizontal length set in Q63. After Q64, in Q65, the determination area P2 is corrected as described later. Thereafter, in Q66, based on the map data 4, it is determined whether or not the vehicle is in the vicinity of the intersection (from before the intersection to within the intersection). If YES in Q66, the front-rear length of determination area P2 is reduced in Q67 (the reduction degree is made smaller than the reduction degree of recognition area P1 in Q31 of FIG. 6). Thereafter, in Q68, the left and right length of the determination area P2 is enlarged (the degree of enlargement is made smaller than the degree of enlargement of the recognition area P1 in Q32 of FIG. 6).

  After Q68, it is determined in Q69 whether the route to the destination is being guided. If the determination in Q69 is YES, it is determined in Q70 whether it is time to turn right or left at the intersection. If YES in Q70, the left / right length of the determination area P2 is expanded in Q71 with respect to the advancing direction (bending direction) at the intersection (the expansion degree is based on the expansion degree of the recognition area P1 in Q35 of FIG. 6). Is also reduced). Thereafter, in Q72, the right and left length of the determination area P2 is also enlarged in the direction opposite to the bending direction (the degree of enlargement is smaller than the degree of enlargement of the recognition area P1 in Q36 of FIG. 6).

  After Q72, if NO is determined in Q66, NO is determined in Q69, and NO is determined in Q70, the process returns.

  Details of correction of the judgment area in Q65 of FIG. 8 are shown in FIG. Since the processing of Q81 to Q92 shown in FIG. 9 corresponds to Q47 to Q58 of FIG. 7, only the parts different from FIG. 7 will be described. First, in Q89 corresponding to Q55 in FIG. 7, the enlargement ratio of the front and rear length is made smaller than the enlargement ratio of the recognition area P1, and the left and right length is unchanged. Further, in Q92 corresponding to Q58 in FIG. 7, the enlargement ratio of the longitudinal length is made smaller than the enlargement ratio for the recognition area P1.

  For the determination area P2, a lower limit value and an upper limit value may be set for the front and rear lengths and the left and right lengths after the final correction, respectively, or the upper limit value and the lower limit value for the area of the determination area P2. May be set.

  FIG. 10 shows an example of changing the recognition area P1 in an easy-to-understand manner. In FIG. 10, the solid line is the base state before correction. An alternate long and short dash line in FIG. 10 shows an example of enlargement when the left and right length is enlarged in a direction in which the driver does not turn his / her line of sight. In addition, the broken line in FIG. 10 shows an example in which the front and rear lengths are reduced in the vicinity of the intersection and the left and right lengths are equally enlarged in both the left and right directions.

  An example of changing the recognition area P1 will be further described with reference to FIGS. First, FIG. 11 shows a base state. FIG. 12 shows an example in which the left and right length is enlarged only to the left because the driver's line of sight is directed to the right (the front and rear length is unchanged from the base state). In addition, FIG. 13 is a view in which FIG. 14 shows that the front-rear length is reduced from the base state and the left-right length is enlarged near the intersection. In particular, in the case of FIG. 13, regarding the left side, the degree of enlargement to the left is large and the degree of enlargement to the right is small, assuming that the risk is high due to past accident data and the like. In FIG. 14, the driver pays attention to the left as the turning direction, while the driver's attention does not reach the right as the direction opposite to the turning direction. The ratio is large and the ratio of expansion to the left is moderate.

  Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. The vehicle is not limited to an automobile, but may be a two-wheeled vehicle, a train, or the like. When enlarging the recognition area P1 in the direction opposite to the driver's line-of-sight direction (enlargement in the left-right direction), the recognition area P1 may be shortened in the driver's line-of-sight direction. The determination area P2 may be expanded or contracted in the same direction as the recognition area P1 according to the expansion or contraction of the recognition area P1, and in this case, the expansion / contraction ratio of the determination area P2 is larger than the expansion / contraction ratio of the recognition area P1. It is preferable to make it smaller in view of stably performing a collision warning or collision avoidance control. Of course, the object of the present invention is not limited to what is explicitly stated, but also implicitly includes providing what is substantially preferred or expressed as an advantage.

  The present invention is preferable, for example, in driving assistance for automobiles.

V: Vehicle P1: Recognition area P2: Judgment area P3: Physical limit area 1: Radar (for obstacle detection)
2: Camera (for obstacle detection)
3: GPS
4: Map data 5: Gaze monitoring camera 6: Alarm device 7: Controller 8: Vehicle speed sensor 9: Gaze guidance device 10: Vehicle control device (for collision avoidance and collision response)

Claims (7)

A recognition area setting means for setting a recognition area in front of the vehicle;
Obstacle detection means for detecting obstacles ahead of the vehicle;
Gaze guidance means for guiding the driver's gaze to the obstacle detected in the recognition area by the obstacle detection means;
Gaze detection means for detecting the driver's gaze direction;
Cognitive area changing means for enlarging and correcting the cognitive area in a direction opposite to the driver's gaze direction detected by the gaze detecting means;
A vehicle driving support apparatus comprising: In claim 1,
A determination area setting means for setting a determination area inside the recognition area in front of the vehicle;
Collision preventing means for performing collision warning or collision avoidance control for the driver when an obstacle is detected in the judgment area by the obstacle detecting means;
A vehicle driving support device further comprising: In claim 1 or claim 2,
In the nighttime, the vehicle driving support device is characterized in that enlargement correction by the recognition area changing means is prohibited or the enlargement ratio is made smaller than in the daytime. In claim 1 or claim 2,
The driving assistance device for a vehicle, wherein the recognition area means expands the recognition area in a direction in which an intersection road extends near an intersection. In claim 4,
In the vicinity of an intersection, the recognition area changing means expands the recognition area in a direction opposite to the direction in which the host vehicle turns in the direction in which the intersection road extends. In claim 4 or claim 5,
The vehicle driving assistance device according to claim 1, wherein the recognition area changing means contracts the recognition area in the front-rear direction near an intersection. In claim 2,
When the recognition area is enlarged and corrected, the determination area is unchanged or enlarged in the same direction as the recognition area in the same direction as the recognition area. apparatus.

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